Vehicle passageway foot plate arrangement



A. CHRISTIANSON VEHICLE PASSAGEWAY FOOT PLATE ARRANGEMENT Original Filed Dec. 21, 19s! 4 sheets sheet J9 INVENTOR' flnahew Mafia/Z3070 'ATTORN Oct. 1, 194 A. CHRISTIANSON 2,216,547

VEHICLE PASSAGEWAY FOOT PLATE ARRANGEMENT Original Filed Dec. 27. 1937 4 s t -s t 2 Y cm Oct. 1, 1940.

A. CHRISTIANSON VEHICLE EASSAGEWAY FOOT PLAQE ARRANGEMENT 4 SheetsSheet 3 Original Filed Dec. 27, '1937 INVENTOR. 677ml Mafia/23012 Oct; 1, 1940. A. CHRISTIANSON VEHICLE PASSAGEWAY FOOT PLATE ARRANGEMENT Original Filed Dec..2' 7. 1937 4 sheets sheet 4 \mN 8 WWW MUN \MN my Patented Oct. 1, 1940 UNITED STATES PATENT OFFICE VEHICLE PASSAGEWAY FOOT PLATE ARRANGEMENT Original application December 27, 1937, Serial No.

181,787. Divided and 1938, Serial No. 218,117

14 Claims.

This application is a division of my copending application, Serial No. 181,787, filed December 27, 1937.

The invention relates to vehicles articulated to provide multi-section units and has for its primary purpose the provision of a continuous, fully enclosed passageway construction of increased width; and an important object of this invention is the provision of a footplate for adjoining vehicles afiording a rigid bridge across the space between the vehicles but having inherent flexibility transversely of the vehicles.

Another object of the invention is the provision of a passageway footplate for use between adjoining vehicles positively secured to one of the vehicles but in a flexible manner.

The foregoing and other objects are attained by the construction shown in the accompanying drawings, in Which- Fig. 1 is a general perspective view of the adjoining ends of the units of an articulated-section vehicle separated to show the passageway diaphragm and footplate disconnected from one unit and illustrating their relation to the associated parts of the respective units;

Fig. 2 is a side elevational view illustrating the adjoining ends of two vehicles articulated on a single truck and showing the continuity of the diaphragm;

Fig. 3 is a cross-sectional view through the diaphragm taken on the line 33 of Fig. 2 at the point of articulation and showing the passageway fully enclosed by the diaphragm;

Fig. 4 is a similar view of a fragmentary portion of the passageway showing a modification in that both diaphragms completely encircle the passageway;

Fig. 5 is a horizontal, sectional view through the diaphragms and end wall framing structures taken on the line 55 of Fig. 3 and showing the laterally flexible footplate in plan;

Fig. 6 is a vertical, longitudinal, sectional view through the center of articulation taken on the line B-6 of Fig. 3 and showing the footplate and passageway in detail and the articulated center plates;

Fig. 7 is a fragmentary, sectional view to a larger scale through the footplate and diaphragm taken on the line '|'l of Fig. 5 and illustrating the manner of securing the footplate and the method of sealing the edges;

Fig. 8 is a fragmentary, transverse, sectional view of the sealing means for the side edges of the footplate taken on the line 88 of Fig. 5;

Fig. 9 is an enlarged, transverse, staggered secill this application July 8,

tional view through the footplate and diaphragm taken on the'line 9-9 of Fig. 5; and

Fig. 10 is a cross-sectional view through the streamlining diaphragm connection at the overlapping zone between the top or roof section and a vertical side leg portion.

In the drawings, l0 and II represent male and female units, respectively, of an articulated-section vehicle, having body center plates l2 and I3 nesting respectively one within the other and supporting the adjoining ends of the two units on a single truck l5, as best shown in Fig. 2, by means of a truck center plate I4 into which the nested body center plates l2 and I3 are seated and secured by a locking king pin l6. The truck l5 comprises wheels and axles I! having journal boxes l8 supporting a truck frame 20 by means of springs IS. The truck frame 20 includes transom members 2| from which spring plank 22 is swingingly suspended by means of swing hangers 7 23. Bolster springs 24 are seated upon the spring plank and resiliently support the swing bolster 25 with which the truck center plate I4 is integrally formed or, if desired, to which it may separately be attached. 'Body center plates l2 and I3, as best shown in Fig. 6, are provided with separate bearing faces 26 and 21 interposed between their respective wearing surfaces and at the truck center plate [4. Thebearing surfaces 26 and 21 are protected from the entrance of dirt and moisture by means of felt rings 28 and 29 disposed in sealing relation at the periphery of the respective joints. The center plates l2 and 13 are suitably secured to the respective underframes 30 and 3| in any desired manner and designed to transmit to the longitudinal sills thereof the rotative forces set up as a result of eccentric loading inherent in an articulated connection in addition to the usual buff and draft forces.

As shown, the vehicles are of general streamline form, and to preserve this smooth contour between units at the articulation, a flexible streamline form, and to preserve this smooth contour between units at the articulation, a flexible streamlining diaphragm is provided which extends the full height of the respective sides and across the width of the smoothly curved roof. The diaphragm 4|! is of rubber stretched taut between the vehicle units at their perimeter providing a continuous, smooth, unbroken surface throughout the length of an articulated vehicle, thereby greatly enhancing the esthetic qualities of the vehicle and afiording the ultimate in streamlining between units of this type. The diaphragm, itself, comprises a fiat sheet of rubber 40 of a width which, when applied, will be normally taut, but in which the full elasticity of the rubber is available to aiiord the stretch necessary as the vehicle units angle with respect to one another in passing about a curve in the track, at which time the diaphragm is placed under tension on one side and extended beyond its normal dimension, but on the opposite side becomes slack and collapses as the units approach each other on that side. The rubber diaphragm 40 is provided with integral enlargements 4| at its opposite edges, afiording means of attachment to the respective vehicle units. The enlargements 4| each have a center core 42 of flexible material adapted to reinforce the enlargements and insure the stability of the connections, but which allows sufiicient flexing of the rubber to permit ready application of the diaphragm to an irregular contour or for handling purposes. The method of securing the diaphragm 40 to the respective units It) and II maintains a smooth outward appearance and provides a connection which prevents the concentration of stresses in the rubber at 10- calized points and avoids abrasion and tearing of the rubber. The connections to the adjoining units are made without penetrating the rubber and comprise clamping members 43 adapted to engage the enlargements 4| securely to bind the diaphragm 40 between the two units I and I I in uniformly taut relation. The enlargements 4| are turned inwardly and are engaged by the clamps 43 on the inner side of the diaphragm 40, whereby the streamline outer surface is preserved.

The streamlining diaphragm is secured in place from the inner or passageway side, and for this purpose and to provide an abutment against which the enlargements 4| might be clamped, an overhanging, flat plate member 44 is placed about the periphery of the ends of the respective adjoining vehicle units and secured to the comer posts 45 at the sides and to the end carline members 46 at the roof by means of rivets, as shown, or by any other suitable fastening means. The clamps 43 are in the form of angle members, one flange 41 of which is adapted to bear edgewise against portions of the respective end walls reinforced by the framing members 45 and 46 and adapted to fulcrum about this edge bearing as the nuts 39 on stud bolts 48, passing through the flangev 49, are tightened to draw that flange against the enlargement 4| to clamp the streamlining diaphragm against the abutment afforded by the overhanging plates 44, thereby securely to hold the diaphragm in place against the tension exerted thereon as the vehicle units pivot with respect to each other. The bo1ts48 are threaded into the framing members 45 and 46 which are provided with small metal plates 50 welded thereto and spaced at intervals coincident with the spacing of bolts 48 and affording additional thread area for the bolts to resist the stresses induced by the diaphragm 40 under tension. Lockwashers insure permanent retention of the nuts 39 at their originaladjustment. The flange 49 of the clamp 43 at its edge where it engages the enlargement 4| of the diaphragm 40 is curved, as at 52 to avoid abrasion of the rubber, and the exposed edge of the overhanging abutment plate 44 likewise is curved for this same purpose, whereby the rubber is free to stretch or flex in response to movement of the vehicles without undue wear or strain on this connection.

The diaphragm, as shown, preferably is formed in three sections-the top or roof section 4|) and the respective side wall portions 40 as best shown in Fig. 1. The top section 40 is disposed in overlapping weathershedding relation to the respective side wall portions 40, and, as best shown in Fig. 10, the beads or enlargements 4| and 4| of the respective sections are disposed in overlapping interlocking relation between the separate clamp members 43 used at these points and the overhanging shoulder providing flange 44. It will be noted that the beads or enlargements 4| on the side sections of the diaphragm are of difierent cross-sectional contourin the area of the overlap than in the remainder of the diaphragm. The bead 4| for the roof section of the diaphragm is of constant cross-section, but that on the side portions is of less thickness at the overlap and of greater length andthe center core 42 is eliminated; and the diaphragm, where it connects with the bead, is shaped to the curve of the bead 4| on the roof section 4|! so that the bead and body portion of the side diaphragm 4|) closely engages that of the diaphragm top.

The side diaphragm, where it joins with the narrowed head 4| is of thinner section so that the clamp 43 for the overlap is not only in interlocking relation with the side diaphragm, with which it directly engages, but, through that diaphragm, is in overlapping, interlocking relation withthe top diaphragm; and the curved end 52 of the clamp 43, .while it engages the side diaphragm, overlaps the plane of the bead 4| and the core 42 of the diaphragm top, whereby either diaphragm is prevented from slipping past the other and becoming disconnected under tension. The clamps 43 are individual members coextensive with the overlapping zone of the diaphragms and are secured by cap screws 48 and function exactly like the clamp members 43. It will be seen that the connections 43 and 43 aiford means for easily installing the diaphragm under the slight initial tension necessary to maintain the desired tautness.

The adjoining vehicles l0 and. II are provided with a communicating passageway afiording a complete enclosure continuous between vehicles. The vehicles l0 and II are air-conditioned and freely communicate one with the other, since end doors are not used in the respective vehicles and it is therefore necessary that the passageway be completely insulated between vehicles to pre clude any possibility of heat transfer therethrough. The passageway comprises a footplate 10, providing an uninterrupted walkway between the vehicles, and a diaphragm 60 extending beneath the footplate and completely encircling the passageway to provide a fully enclosed weatherproof passage from one vehicle to the other. A

second diaphragm 6| is disposed about the diaphragm 60 in spaced relation thereto and sealed to-provide a dead air space 62 affording insulating properties. The diaphragm 60 extends between and is secured to metallic extension structures 56 and 51 disposed about the respectivemember shaped to the contour of the openings.

and which is secured, through the end wall sheathing 74, to the spaced end posts 12 and end plate 13, as best shown in Figs. 5 and 6. The

horizontal bottom portion I5 of the respective extensions 56 and 51 is separate for construction purposes, but is welded to the vertical side legs with which the horizontal top portion is integral so that, in efiect and for all practical purposes, the extensions are in one piece and continuous about the respective passageway openings. The bottom portion 15, as shown in Figs. 6 and 7, slopes downwardly and is removably secured to the respective vehicle underframes 30 and 3| by cap bolts 16.

The extensions 63 and 64 may or may not extend continuously about the extensions 56 and 51, as best represented in Figs. 3 and 4, but are shown in detail as extending about the top and sides and portions of the bottom, as illustrated in Figs. 8 and 9. The extension plates 63 and 64 are flanged as at 65 and secured by screws 66 to the webs of the angle members 7| and through the end sheathing 14 and the end posts 12. The space between the extensions 56 and 63 and 51 and 64 is utilized for the accommodation of insulation 61, and at the bottom, where the outside extension plates terminate at each side, the space is closed by turning the outer plate inwardly and providing a flange bearing against the inner extension plates, as shown in Fig. 8. Thus the passageway is completely insulated from one vehicle to the other by means of the double diaphragm construction, more fully hereinafter described, and the insulated metal extension structures.

A separate formed member 89 is disposed about the edge periphery of each of the respective extensions 56, 51, 63 and 64, and, while in actual practice it is in several pieces, the adjoining members are butt-welded together to form unitary members extending continuously about the respective extension plates and integrally secured thereto by welding, so that each of the assemblies, as applied, is substantially a one-piece unit. The members 89 are secured about the outer surfaces of the respective extension plates and are shaped to provide grooves 90 opening inwardly and adapted to receive the respective enlargements 9| at .opposite edges of the diaphragms 60 and 6| in close engagement and which are held securely in place therein by clamping plates 92 removably secured to the extensions by screws 93 and overlapping the grooves 90. The clamping plates 92 engaging the inner, continuous diaphragm 60 are continuous about the top, sides and portions of the bottom, but, as best shown in Fig. 9, separate pieces 94 are utilized adjacent the point where the ends of the diaphragm are joined for holding the enlargements 9| properly in place within the respective grooves 90. The enlargements 9|, like those in the streamlining diaphragm, are reinforced by flexible cores 95, but in the application of the inner passageway diaphragm 60 the enlargements are directed outwardly in order that a smooth inner surface may be presented to the passageway free of any obstruction. The enlargements on the diaphragm 6| are also directed outwardly to avoid spacing the diaphragms the greater distance which would otherwise be necessitated should the enlargements 9| be arranged in opposing relation. The diaphragms 60 and 6| are inherently elastic, and the enlarged edges are confined in the grooves 90 by the clamping plates 92 and the diaphragms initially stretched taut between adjoining passageway extensions 56-63 and 5'|-64, and relative pivotal movement between the units Ill and H is accommodated by diaphragm 60 is in one piece continuous about.

the passageway and joined at the bottom beneath the footplate 10.

The ends of the diaphragm are turned upward 1y beneath the footplate where they join and are held in sealing relation by clamp members 96 drawing the ends together and by the clamp ing plates 94. As best shown in Fig. 9, the diaphragm ends, where they join, are reinforced by fabric |0| vulcanized thereto to prevent any possibility of tearing of the rubber. At the center of the diaphragms, no stretch occurs other than the initial tension applied, but, due to the pivotal relation of the articulated vehicles, considerable twisting action occurs in the rubber in this area, and to strengthen it against this constant wear the diaphragm tops, at this center portion, are reinforced by fabric I02 vulcanized thereto, as best shown in Figs. 1 and 6. The diaphragm 6| is continuous about the top and sides of the passageway and extends partially beneath the passageway at each side. Where the diaphragm terminates at the bottom at each side, a seal is formed between the respective diaphragm ends and the inner diaphragm 60 by sponge rubber pads 68, as best shown in Figs. 7 and 9. The pads 68 each are clamped between the metal extension structures 5663 and 51-64 and extend from one to the other in sealing relation between the diaphragms 60 and 6|, whereby a dead air space 62 is effected between the diaphragms providing adequate insulation for the passageway,

although a layer of insulation may be utilized to fill the space between the diaphragms, if desired. The sponge rubber pads 68 will stretch and flex with the diaphragms as the units l0 and II pivot relatively and effectively seal the space between the diaphragms at all times. If desired, the outer insulating diaphragm 6| may be extended beneath the footplate, as shown in Fig. 4, and joined at the center exactly as in the case of the inner diaphragm 60thus providing a layer of insulation completely encircling the passageway.

The footplate I0 is rigid across the space between the adioining units Ill and II, but the great width of the passageway necessitates some provision for relative weaving motion between the units, and, to accommodate this movement best, the footplate is made flexible in a transverse direction and is adapted to weave with the individual units as the need arises. The footplate is composed of rubber and is substantially semicircular in shape. as shown in Fig. 5, and is flexibly, but positively, secured to the unit I0, while its arcuate free edge merely rests in a similarly shaped recess in the floor 99 upon the unit H,

but is restrained from possible upward movo ment. Flanged channel stifiening members 80, embedded within the rubber and extending longitudinally between the vehicles, rigidify the footplate across the passageway and are entirely independent of and not connected one with the other in any manner other than afforded by the rubber comprising the footplate proper, whereby the footplate is free to flex and weave in a transverse direction with the individual vehicle units I0 and H as they rock laterally with respect to one another.

It will readily be seen, therefore,

that, since the longitudinal members 80 are not connected one with another but are entirely independent of each other, the rubber footplate is free to flex transversely without restraint, since the live rubber between the members 80 may flex either upwardly or downwardly, to a limited degree, in a direction best described as radially about the various stifiening members whereby,

when forces such as a twisting action are set up by relative rocking motion laterally in opposite directions between adjoining vehicles, such twisting is readily absorbed in the footplate by the. flexibility described. During such twisting of the footplate, diagonally opposite extremities thereof may be forced upwardly while the remaining diagonal extremities are forced downwardly and vice versa as the vehicles sway. The members 80, as best shown in Fig. '7, stop short of the edge of the footplate secured to the unit I0 so that the footplate is secured solely through the rubber, whereby a flexible connection is provided permitting the footplate to flex at this point as the units I0 and I I move vertically relatively to each other.

The rubber of the footplate extending beyond the stiffening members to provide the flexible connection is clamped to the unit I0 so that vertical' movement of the footplate must be through flexing of the rubber. A stepped channel-shaped member I8, secured to the bottom extension plate 15 by welding, supports the footplate on the unit I0, and any angle member 91, secured to the member I8 by welding, provides means. of attachment for a clamping plate 98. The thickened portions or ribs of the footplate reinforced by the members 80 rest upon the stepped portion 82 of the member I8, and the rubber extending therebeyond is clamped to the upper surface 84 by the plate 90 through the medium of machine screws 05 having countersunk heads and threaded into the thickening members 86 welded beneath the surface 84 at the same spacing as the screws. The clamping plate 96 is secured to the angle 9'! by countersunk screws I00 and overlaps the vehicle floor 99 as well as the footplate, thereby acting more or less as a threshold plate. It is to be noted that the ribs of the footplate reinforced by the members 80 underlie the footplate proper comprising the layer of rubber providing a smooth surface and of which the rubber "clamped by the plate 98 is an extension.

The arcuate free edge of the footplate is supported on the unit II by a Z-shaped member H0 shaped to the are about which the footplate rotates and secured to the underframe 3I by rivets I09 taking one flange of the Z. A non-metallic plate III is secured to the supporting flange of the Z by countersunk screws H2 and.provides a bearing surface for the footplate coextensive with the arcuate 2 member; It is to be noted that the rubber on the underside of the members is cut away to the level of their bottom surfaces at the points where they bear on the surface III so that a metallic supporting and wearing surface is exposed to the member I II at each of these points, whereby the rib of rubber H3 extending about the arcuate edge of the footplate connecting all of the ribs 60 is relieved of the major portion of the load of supporting the footplate and therefore prevented from excessive abrasion. An arcuate threshold plate II 4 overlaps the arcuate free edge of the footplate and prevents any possibility of the footplate moving unwardly. The plate H4 is secured to the unit II by countersunk screws H5 taking the horizontal top flange of a channel member H6 shaped to the arc oi the plate H4 and the footplate and secured to the underframe 3| by rivets II'I taking the horizontal bottom flange thereof. The threshold plate H4 overlaps the floor 99 of unit II as well as the footplate. The flanged channel reinforcing members 80 are omitted from the footplate directly through the center thereof longitudinally and a rectangular frame substituted therefor. The rectangular frame comprises a pair of spaced inverted channels I03 extending longitudinally across the footplate from a point just short of the flexible flxed edge to the arcuate free edge and connected by similar cross members I04 and I05 at their ends and by cross member I 06 intermediate their endsall integrally secured together by welding.

The members I03 and I05 and I06 are embedded in the rubber of the footplate and forma rectangular opening I01 disposed directly above the joint between the passageway diaphragm edges beneath the footplate and the center plates and king pin arrangement, and through which these parts are readily accessible. The opening is covered by a removable metal plate I08 having a layer of rubber II 8 cemented thereto providing a surface flush with the remaining surface of the footplate. This cover plate is inset with respect to the footplate to provide a flush surface and is secured in place by means of countersunk screws I I9.. It is to be noted that the metal plate I08 rests on an intervening layer of rubber on the channel members I03 and I05 and I06 so as to eliminate any possibility of rattling. The channel member I06, on its side not bordering the opening I0'I, is not covered with rubber but is left exposed, as are the members I03 on their respective sides facing each other, and a flanged plate member I 20, supporting the layer of rubber comprising the footplate proper, is secured to the sides of the members I03 and I06 by welding with its surface on a level with the surface of the members I03 and I06 properly to support the rubber of the footplate throughout the area defined by the frame members I03 and I06 to one side of the opening I0'I. The end cross member I04 extends between the side flanges of the plate I20 and is disposed with the flanges of the channel in engagement with the under surface of the plate and welded thereto, and the web provides a supporting surface bearing on the nonmetallic surface III. The channel member I04 is shaped to the arc of the free edge of the footplate. From the construction described, it will be seen that the footplate affords a rigid bridge across the space between the two vehicle units I0 and II but free to flex and weave transversely in response to such movement of the respective vehicles and, while the rectangular frame comprised of the members I03, I04, I05 and I06 creates a rigid area directly through the center of the footplate, the width of the frame is such as not to' affectthe flexibility of the footplate transversely.

A seal is provided at each of the side edges of the footplate between the footplate and the inner diaphragm 60. These seals comprise each a pad of sponge rubber I26 extending between housing I21 secured, respectively, to the floor 99 on the unit II and to the footplate and the floor 99 on the unit I0 and adapted to bear against the footplate and the diaphragm at each side and to be stretched or flexed as the vehicles negotiate curves in the track, and effectively seal the space existing between the respective footplate edges and the diaphragm sides. The sponge rubber is secured to the respective vehicle units independently of the housing members, as best shown in Fig. 8. Similar plate members I28, having curved edges to avoid abrasion of the rubber, clamp each of the pads I26 at opposite ends to the respective units and are secured each by screws I29 entering the respective floors and machine screws I25 taking the threshold plate II4 on the unit II and a plate I24 provided for the purpose secured beneath the footplate on the unit ID by bolts I23. The housings I21 act as guards covering the ends of the sponge rubber sealing members and the clamping devices and are secured to the respective units Ill and II by screws I30 taking the floors 99 and machine screws I36 taking the plate I24 on the unit I and the threshold plate II4 on the unit II. The upwardly turned flanges I3I on the housings are secured by screws I32 and I33, respectively, to the extension frames 56 and to the sheathing I 34, thus effectively rigidifying the housings. As best shown in Fig. 5, the housings I21 are sloped at their ends adjacent the respective end doorways, as at I35, to avoid projections immediately at the door openings.

The important feature of this invention is the exceptional width of the footplate and passageway diaphragm whereby, when desired, a double passageway may be provided by means hereinafter described, although, under certain prescribed conditions, the dual feature might be dispensed with and the great width of the passageway utilized to advantage. The duality of the passageway is accomplished by means of a flexible partition stretched in tension between the units In and II through the passageway at a point providing separate passageways of the respectively desired widths. The units I0 and II, in the present instance, happen to be a combination of dining car and permanently associated kitchen car, respectively, and the separate passageways are used separately by the passengers and by the .crew respectively, although this dual feature might be used in other combinations of cars. The flexible partition comprises a curtain I2I of sheet rubber having integral enlargements or beads I22 in its opposite edges adapted to provide means of attaching the curtain to fixed partitions 81 and 88 on the respective units I0 and II. The curtain extends continuously from the surface of the footplate to the top of the passageway and between the fixed partitions and is adapted to stretch and flex in response to relative movement between the units, and provides two completely separated passageways 54 and 55 for the use of passengers traversing the passageway and members of the dining car crews, respectively. The curtain I2I is secured in tension between the units I0 and II in substantially the same manner as the diaphragms 40, 60 and 6| without perforation of the rubber. The beads I22 are confined between projecting shoulders 83, on the partitions 81 and 88, and clamping members 8| engaging the shoulders afforded by the beads and removably secured by screws 53 to the respective fixed partitions. The partitions 81 and 88 terminate in hollow post members 38, thus greatly rigidifying the partitions where the curtain I2I connects thereto. It will be noted that the dividing partition I2I is disposed slightly to one side of the center of the passageway whereby the dining car crews side 55 is of greater width than that afiorded on the passengers side 54, and this to afford the greater space necessary to provide for waiters carrying trays or the like and as a result of which the partition is subjected to r greater tension than otherwise would be exerted if it were mounted directly on the center of the passageway, but which the partition is Well able to stand due to its flexibility and inherent elasticity. As shown in Fig. 5, telescopic guard rails.

I31 and I38 are disposed upon opposite sides of the flexible partition I2I in position to be grasped.

by persons passing through the respective sides of the passageway for the waiters and passengers. The separable sections of the respective guard rails are 'hingedly secured to the hollow post portions 38 of the respective partitions 81 and 88 through the medium of brackets 31 secured thereto by countersunk screws 36 and bolts 35-the guard. rail sections being pivotally connected to the brackets by bolts 34. The outside tubular guard rail sections are tapered at 33 where they join with the inside rod sections to avoid the abrupt change in diameter which otherwise would be noticeable as the respective sections telescope with respect to each other as the vehicle units I0 and I I angle one to the other in passing about curves in the track.

From the foregoing it will be seen that there has been provided a passageway arrangement comprising an exceptionally wide, insulated diaphragm and transversely flexible footplate specifically suited to articulated constructions and, which is adapted to be divided to provide a plurality of individual passages for use separately.

What is claimed is: I

1. A passageway between adjoining vehicles including a nonmetallic footplate secured to one of the vehicles but flexing with respect thereto and extending unsupported intermediate its ends to the other vehicle, said footplate having one or more relatively rigid ribs disposed longitudinally thereof and providing a bridge inflexible longitudinally between the vehicles but flexible in a transverse direction.

2. In a multi-unit vehicle, a passageway between adjoining units including a nonmetallic footplate secured to one of said units but flexing with respect thereto and extending unsupported intermediate its ends to the other unit, said footplate having one or more relatively rigid ribs disposed longitudinally thereof and providing a bridge inflexible longitudinally between said units but flexible in a transverse direction.

3. A passageway between adjoining vehicles including an inherently flexible footplate having one edge flexibly secured to one of the vehicles and a free edge supported upon the adjoining vehicle, said footplate comprising a rubber plate having a straight flexibly secured edge and an arcuate free edge and having one or more relatively rigid longitudinally extending ribs on the f prising a rubber plate having a straight flexibly P Secured edge and an arcuate free edge and having a substantially smooth top surface with relatively rigid longitudinally extendin integral ribs on the undersurface providing a bridge portion inflexible longitudinally between said units but flexible transversely.

6. A passageway between adjoining vehicles including an inherently flexible footplate secured to one of the vehicles, said footplate comprising a plate of rubber having a straight secured edge and an arcuate free edge and, having longitudinally extending integral stiffening ribs on the undersurface thereof with metal reinforcing members embedded in the ribs to provide a bridge portion inflexible longitudinally between said vehicles but flexibletransversely.

7. In a multi-unit vehicle, a passageway between adjoining units including an inherently flexible footplate secured to one of said units and flexing vw'th respect thereto, said footplate comprising a plate of rubber having a straight secured edge and an arcuate free edge and having one or more longitudinally extending integral ribs 0n the undersurface thereof disposed at right angles to said secured edge with metallic members embedded in and coextensive with said ribs to provide a bridge portion inflexible longitudinally between said units but flexible transversely.

8. A passageway between adjoining vehicles including an inherently flexible footplate secured at one edge to one of said vehicles and extending unsupported intermediate its ends to the other vehicle, said footplate comprising a plate of rubber having one or more longitudinally extending reinforcing ribs disposed at right angles to said secured edge to provide a bridge inflexible longitudinally between said vehicles but flexible transversely, a threshold plate clamping said secured edge of the footplate on the one vehicle, and a threshold plate overlying an edge of the footplate on the other vehicle.

9. In a multi-unit vehicle, a passageway between. adjoining units including an inherently flexible footplate flexibly secured at one edge to one of said units and flexing with respect thereto, said footplate comprising a plate of rubber having a straight flexibly secured edge and an arcuate free edge with one or more longitudinally extending reinforcing ribs disposed at right angles to the straight edge to provide a bridge inflexible longitudinally between said units but flexible transversely, a threshold plate clamping said secured edge, and an arcuate threshold plate overlying said free edge.

10. A passageway between adjoining vehicles including an inherently flexible footplate flexibly secured at one edge to one of said vehicles and flexing with respect thereto, said plate having one or more longitudinally extending reinforcing ribs on the undersurface thereof disposed at right angles to said flexibly secured edge to provide a bridge portion inflexible longitudinally between said vehicles but flexible transversely.

11. A passageway between adjoining vehicles including an inherently flexible footplate secured to one of said vehicles and having a flexibly secured edge and a free edge, said plate having a rectangular metal frame reinforcing the central portion thereof and a cover portion removable from said frame, and one or more longitudinally,

extending reinforcing ribs on the undersurface of said footplate paralleling said frame upon opposite sides thereof and disposed at right angles to said flexibly secured edge to provide a bridge inflexible longitudinally between said vehicles but flexible transversely.

12. A passageway between adjoining vehicles including an inherently flexible footplate having one edge flexibly secured to one of said vehicles and a free edge supported upon the adjoining vehicle, said plate having longitudinally extending reinforcing ribs on the undersurface thereof disposed at right angles to said fixed edge, and metal members embedded in said ribs coextensive therewith to provide a bridge inflexible longitudinally between said vehicles but flexible transversely.

13. In a multi-unit vehicle, a passageway between adjoining units including an inherently flexible footplate having one edge flexibly secured to one of'said units and a free edge' supported upon the adjoining unit, said footplate comprising a plate of rubber having a straight flexibly secured edge and an arcuate free edge, said plate having a rectangular metallic frame reinforcing the central portion thereof and a cover portion removable from said frame, and one or more longitudinally extending reinforcing ribs on the undersurface of said footplate paralleling said frame upon opposite sides thereof and disposed at right angles to said straight edge and having metallic members embedded therein coextensive therewith to provide a bridge inflexible longitudinally between said units but flexible transversely.

14. As part of a passageway between adjoining vehicles an inherently flexible footplate secured to one of the vehicles and extending unsupported intermediate its ends to the other vehicle, said footplate having one or more longitudinally disposed rigidifying ribs to provide a bridge inflexible longitudinally but flexible transversely of said passageway.

ANDREW CHRISTIANSON. 

